Spark-arrester



2 Sheets-Sheet 1.

(No Model.)

W. WILSON. SPARK ARRESTER.

T w l 4 l l l l l lxlllulllllllnill'lll S v l fnv enor Patented A 1. 26, 887'. p

(No Mqdelf) 2 Sheets-Sheetl 2.

W. WILSON.

SPARK ARRESTER.

l Patented Apr. 26,1887.

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WILLIAM WILSON, OF BLOOMINGTON, ILLINOIS.

SPARKARRESTER.

SPECIFICATION forming part of Letters Patent No. 361,738, dated April 26, 1887.

I Application filed November 23, 1886. Serial No. 219,720. (No model.)

To a/ZZ whom it mag/concern.-

Be it known that I, WILLIAM WILSON, residing at Bloomington, in the county o f Mc- Lean and State of Illinois, and a citizen of the United States, have invented a new and useful Improvement in Spark-Arresters,of which the following is a full description, reference being had to the accompanying drawings, in which- Figure l' is a Vertical longitudinal section. Fig. 2 is a horizontal section, the'right-hand portion ofthis figure being a section atline :vof Fig. l, and the left-hand portion being a section at lineg/of Fig. l, the sn10ke-arch,iiues, exhaustpipes, andsomeotherparts being omitted for the purpose of clearly showing the spark-box and some other parts. Fig.'3 is a detail, being a section at line y of Fig. 2. Fig. 4 is a detail showing one of the valves which controls the passage which leads out from the spark-box in section, showing the other corresponding valve in elevation. Fig. 5 is aseotion at line x of Fig. 4. Fig. 6 is a section through the spark-box at line w of Fig. l, the cover of the spark-box being removed and the operating-levers and the parts to the rear of the spark-box being omitted.

The object of this invention isto provide more efficient means for preventing the escape of lire and sparks from the stack of a locomotive or other engine in which the escape of steam is utilized to createa draft, which I accomplish by providing a spark-box into which there is a communication from the smoke-arch controlled by a damper or valve, by providing deflecting plates to aid in guiding the sparks to the spark-box, by providing passageways from the spark-box back to the lire-box,- and by providing for the admission of air to such passage,all as illustrated in the drawings, and hereinafter fully described. Those things which I claim as new will be pointed out in the claims.

In the drawings,A represents the liresbox of a locomotive; B, the fines; C, the smoke-arch; D, an exhaust-pipe; E, a detlecting-plate in front of a portion of the fines; F, another diaphragm or deiiecting plate, which is in effect a continuation of the top ofthe spark-box, terminating at its upper end near the longitudinal center of the smoke-arch and its upper end being at or near the top of the exhaustpipes.

G is a spark-box, the rear wall of which is provided with an opening, a, through which sparks can pass from the smoke-arch to the spark-box.

I) is a damper or valve to control the passage a. This valve is located on a shaft @supported in suitable bearings in the walls of the sparkbox.

d is an arm or lever upon the shaft c. c isa rod pivoted to the upper end of the lever d, which rod extends back to the cab.

f g are two valves, one on each s ide of the spark-box, located upon a shaft, o, which is supportedin bearings in thcsides of the sparkbox.

h is an arm or lever secured at its upper end to the shaft 0,- upon which is the valve b.

is a lever, the lower cnd of which is connected to the shaft n, on which the Valve j' is placed.

j is an arm or bar connecting the levers h i. The other end of the shaft o is provided with a lever corresponding with the lever z', thenpper end of which is connected by an arm corresponding withj to the lower end of an arm or lever corresponding with l1., which is connected with the shaft c.

H I are two passages leading from the spark-- box back to a chamber, J, in front of the fireboX. rIhe forward ends of these passages H I communicate with the spark-box, and the valvesf g are each arranged in a casing or chamber provided with openings,which openings are controlledv by the valves, and these chambers communicate with the forward ends of the passages H I.

K L are two pipes,one upon each side of the fire-box, the forward ends of which pipes communicate with the chamber J. The other ends of these pipes are closed.

k' are hollow stay-bolts, the outer ends of which communicate, some with the chamber J some with the tube K, and some with the tube L, by means of short pipes Z, as shown in Fig. 3, or any other suitable manner.

m m are two pipes the outer ends of which are open to the air. These pipes pass through the spark-box, and their inner ends are open and are located one in each of the passages H I, as shown in Fig. l and by dotted lines in Fig. 2.

o o are flanges on the topof the walls, which IOO extend upward from the plate which forms the Y bottom of the passage a.

p are lianges on the front and side walls of the spark-box. The top q of the spark-box is secured to these' ianges.

M is a wire-netting, the lower end of which is closely connected to the exhaust-pipes and its upper end is closely iitted to the smokestack. The valves b f g can all be operated together, and are so arrangedthat when the valve l) to be open and the valvesfg to be closed, then sparks which pass through the iiues will be deflected downward by the diaphragm or deflecting plate E, and, as they move very swiftly,they will be carried across through the smoke-arch and passage a into the sparkbox G. kThe deflectingplate F will have a beneficial effect in aiding to prevent the upward movement of the sparksn after they pass the lower end of the detlector E. When the spark-box is full or nearly so, the engineer, through the rod e, can close the valve b and at the same time open the valvesfg, and then communication between the smoke-arch and spark-boX will be closed, and communication from the spark-box through the passages H I to the {ire-box will be open. As often as the steam is exhausted air will be drawn through the tlues from the fire-box, and at the same time air and the cinders in the sparlcbox will be drawn through the tubes H I, chamber '.I, tubes K L, and hollowr stay-bolts 7c into the fire-box, to take the place of the air drawn therefrom by the action of the exhauststeam. At the same time a current of air will pass through the pipes m m into the passages H I, and a strong current of air will pass through the passagesH I, facilitating the withdrawal of the cinders from the spark-box, and also furnishing pure air to the fire-box to promote combustion.

When the spark-box has been emptied, which can be done ordinarily in three or four minutes, the valves f g can be closed and the valve b be opened, when the operation willbe repeated. The spark-box may have a capacity suflicient to hold, say, ve or six bushels of cinders.

An opening may be provided inthe bottom of the spark-box, through which cinders may be removed in ease of any stoppage in the passages leading from the spark-box back to the fire-box. This opening, if provided, will of course be kept closed, exceptwhen opened for the purpose of removing cinders.

In Figs. l 2, r is Jthe bottom of the passage a.

What I claim as new, and desire to secure by Letters Patent, is-

l. In combination with the smoke-arch and rebox of a locomotive, a spark-box, a passage from the smoke-arch to the spark-box, a valve or damper to control such passage, one or more passages from the spark-box to the re-boX, one or more valves to control such passage or passages, said valves operating substantially as shown, and a diaphragm-plate,E, in front of the fines, substantially as and for the purpose set forth..

2. In combination with the smoke-arch and tire-box of a locomotive, the diaphragms E F in the smoke-arch, an vexhaust pipe or pipes,

VILLIAM VILSON.

Vitnesses:

E. A. WEST, HARRY T. Jones. 

